| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 1 | 无级变速器控制装置 | CN200610088739.8 | 2006-06-05 | CN1892075A | 2007-01-10 | 松平直忠; 阿隅通雄 |
| 一种降低伴随行驶模式转换而产生的变速振动的无级变速器控制装置。无级变速器(1)搭载于可对多个行驶模式进行选择的车辆上，对应于每个行驶模式来转换目标发动机转速。带轮比率由电动机(7)控制。变速器控制ECU(17)具有作为节气门开度和车速的函数而输出目标发动机转速的运算部(23)；基于目标发动机转速和实际的发电机转速输出电动机(7)的控制值的电动机控制值决定部(24)。电动机控制值决定部(24)伴随行驶模式的选择，在目标发动机转速变化超过对应于车速的预定判定值时，一级级地更新目前的目标发动机转速。 | ||||||
| 2 | 自动变速器的控制装置 | CN02141392.4 | 2002-07-09 | CN1396075A | 2003-02-12 | 香川浩昭 |
| 一种自动变速器的控制装置，在具有检测OD关闭开关(8)的打开信号、进行OD关闭控制的变速控制装置的自动变速器的控制装置中，装备有：设定是否自动解除OD关闭状态的OD关闭自动解除设定开关(9)，和检测OD关闭自动解除设定开关(9)的自动解除设定状态的自动解除设定状态检测装置，和在检测出OD关闭开关(8)的打开信号与OD关闭自动解除设定开关(9)的自动解除设定状态时、当车辆呈规定的减速状态或停车状态时、将OD关闭状态自动地解除的第一OD关闭自动解除装置。这种自动变速器的控制装置，在驾驶者进行OD关闭操作后，车辆呈规定的减速状态或停车状态时，能够自动地解除OD关闭状态。 | ||||||
| 3 | 车辆和控制车辆的方法和系统 | CN201280019252.8 | 2012-02-20 | CN103561988A | 2014-02-05 | 皮特·斯泰尔斯; 大卫·克莱尔 |
| 本发明的实施方式提供了一种机动车辆，该机动车辆具有：原动机装置；至少第一组一个或更多个车轮和第二组一个或更多个车轮；以及动力传动系，该动力传动系能够通过控制装置操作成将自原动机装置起的扭矩传输路径连接至第一组一个或更多个车轮和第二组一个或更多个车轮，使得：在动力传动系处于第一运行模式下时，第一组一个或更多个车轮而非第二组一个或更多个车轮联接至扭矩传输路径；以及，在动力传动系处于第二运行模式下时，第一组一个或更多个车轮和第二组一个或更多个车轮二者均联接至扭矩传输路径，动力传动系能够操作成通过辅助部分将第二组连接至扭矩传输路径，辅助部分包括第一可释放扭矩传输装置和第二可释放扭矩传输装置以及后驱传动轴，第一可释放扭矩传输装置能够操作成将后驱传动轴的第一端部连接至扭矩传输路径，第二可释放扭矩传输装置能够操作成将所述后驱传动轴的第二端部连接至第二组一个或更多个车轮，控制装置能够操作成控制辅助部分来使动力传动系在第一运行模式与第二运行模式之间切换，使得在第一模式下后驱传动轴与扭矩传输路径和所述第二组一个或更多个车轮二者均断开连接，动力传动系能够操作成响应于至少一个车辆运行参数的值而从第一模式转变至第二模式，当进行至第二模式的转变时，所述车辆能够操作成在断开连接延迟时期已经期满之前不从第二模式转变返回至第一模式。 | ||||||
| 4 | 无级变速器控制装置 | CN200610088739.8 | 2006-06-05 | CN1892075B | 2011-01-19 | 松平直忠; 阿隅通雄 |
| 一种降低伴随行驶模式转换而产生的变速振动的无级变速器控制装置。无级变速器(1)搭载于可对多个行驶模式进行选择的车辆上，对应于每个行驶模式来转换目标发动机转速。带轮比率由电动机(7)控制。变速器控制ECU(17)具有作为节气门开度和车速的函数而输出目标发动机转速的运算部(23)；基于目标发动机转速和实际的发电机转速输出电动机(7)的控制值的电动机控制值决定部(24)。电动机控制值决定部(24)伴随行驶模式的选择，在目标发动机转速变化超过对应于车速的预定判定值时，一级级地更新目前的目标发动机转速。 | ||||||
| 5 | 车辆用自动变速器的控制装置 | CN200810003956.1 | 2008-01-23 | CN101230911A | 2008-07-30 | 斋藤吉晴; 村田龙児 |
| 本发明提供车辆用自动变速器的控制装置，其能够降低非预期的减档/加档的频度，实现下坡路中的顺畅运转和按照驾驶员意思的变速动作。该控制装置具有检测车辆运转状态的运转状态检测单元、坡度检测单元和根据坡度来选择预先设定的多个变速特性中的一个的变速特性选择单元，该车辆用自动变速器的控制装置具有：根据每单位时间的车速的增加量或减少量求出加速度或减速度的加减速度计算单元；根据减速度和车速来确定变速档的减速度变速特性；以及用于检测制动动作的制动检测单元，当通过坡度检测单元判定为下坡路且通过制动检测单元检测出制动动作时，从所选择的变速特性变更为减速度变速特性，并基于该减速度变速特性来确定变速档。 | ||||||
| 6 | 自动变速器的控制装置 | CN02141392.4 | 2002-07-09 | CN1232413C | 2005-12-21 | 香川浩昭 |
| 一种自动变速器的控制装置，在具有检测OD关闭开关(8)的打开信号、进行OD关闭控制的变速控制装置的自动变速器的控制装置中，装备有：设定是否自动解除OD关闭状态的OD关闭自动解除设定开关(9)，和检测OD关闭自动解除设定开关(9)的自动解除设定状态的自动解除设定状态检测装置，和在检测出OD关闭开关(8)的打开信号与OD关闭自动解除设定开关(9)的自动解除设定状态时、当车辆呈规定的减速状态或停车状态时、将OD关闭状态自动地解除的第一OD关闭自动解除装置。这种自动变速器的控制装置，在驾驶者进行OD关闭操作后，车辆呈规定的减速状态或停车状态时，能够自动地解除OD关闭状态。 | ||||||
| 7 | 车辆用自动变速器的变速控制装置 | CN200880025007.1 | 2008-07-17 | CN101755150B | 2013-04-24 | 堤贵彦; 杉村敏夫 |
| 本发明在驾驶员选择了手动变速模式时，将与是否希望获得动力源制动等的驾驶员意图相符的变速级设定为初始变速级。当换档杆(72)被移动操作至“S”位置从而选择了S模式时，根据“D”位置的停留时间是否在规定时间以上，来判断是属于变速模式切换还是手动变速模式直接选择(步骤S2)，并根据该变速模式切换时(步骤S2的判断结果为是)及手动变速模式直接选择时(步骤R3的判断结果为否)而分别设定S模式下的初始变速级。由此，可以认为在变速模式切换时驾驶员希望获得动力源制动，而另一方面在手动变速模式直接选择时驾驶员不希望获得动力源制动，从而能够分别设定与驾驶员意图相符的适当的初始变速级。 | ||||||
| 8 | 车辆用自动变速器的控制装置 | CN200810003956.1 | 2008-01-23 | CN101230911B | 2011-01-19 | 斋藤吉晴; 村田龙児 |
| 本发明提供车辆用自动变速器的控制装置，其能够降低非预期的减档/加档的频度，实现下坡路中的顺畅运转和按照驾驶员意思的变速动作。该控制装置具有检测车辆运转状态的运转状态检测单元、坡度检测单元和根据坡度来选择预先设定的多个变速特性中的一个的变速特性选择单元，该车辆用自动变速器的控制装置具有：根据每单位时间的车速的增加量或减少量求出加速度或减速度的加减速度计算单元；根据减速度和车速来确定变速档的减速度变速特性；以及用于检测制动动作的制动检测单元，当通过坡度检测单元判定为下坡路且通过制动检测单元检测出制动动作时，从所选择的变速特性变更为减速度变速特性，并基于该减速度变速特性来确定变速档。 | ||||||
| 9 | 车辆用自动变速器的变速控制装置 | CN200880025007.1 | 2008-07-17 | CN101755150A | 2010-06-23 | 堤贵彦; 杉村敏夫 |
| 本发明在驾驶员选择了手动变速模式时，将与是否希望获得动力源制动等的驾驶员意图相符的变速级设定为初始变速级。当换档杆(72)被移动操作至“S”位置从而选择了S模式时，根据“D”位置的停留时间是否在规定时间以上，来判断是属于变速模式切换还是手动变速模式直接选择(步骤S2)，并根据该变速模式切换时(步骤S2的判断结果为是)及手动变速模式直接选择时(步骤R3的判断结果为否)而分别设定S模式下的初始变速级。由此，可以认为在变速模式切换时驾驶员希望获得动力源制动，而另一方面在手动变速模式直接选择时驾驶员不希望获得动力源制动，从而能够分别设定与驾驶员意图相符的适当的初始变速级。 | ||||||
| 10 | 向递减操作方式转换的装置 | CN98106425.6 | 1998-02-05 | CN1198515A | 1998-11-11 | J·A·斯特拜; D·P·雅内克 |
| 一种用于部分自动机械变速传动系统(92)的操作递减模式(图7),该系统(92)有一分段式变速传动装置(10),其中分段传动部分(14)仅在一定传动比(第9/第10)上自动换档,根据当在此自动分段换档模式下检测到的一定的系统故障,保存该分段传动部分,即,直到主传动部分空转能被确认为止,此时该分段传动部分在整个传动比上返回到手动控制中。 | ||||||
| 11 | 제동시 1단 기어비로 다운시프트하는 방법 | KR1020067024830 | 2005-05-19 | KR1020070026536A | 2007-03-08 | 브런,에리끄; 쁘아종까린느 |
| The invention relates to a method for changing gear in an automatic gearbox with stepped gears on an automatic vehicle, permitting the management of downshifting on braking from an actual ratio RX to first gear. According to said method, on the occurrence of a particular driving situation for the vehicle, a special control mode for changing gear is applied in place of the normal changing gear mode, characterised in comprising: determination of the actual value for average speed (Vm) and the actual value for deceleration (D) for the motor vehicle, determination of a reference value (RR ) of a given parameter (RP) as a function of the actual value for average speed (Vm) and the actual value for deceleration (D) of the motor vehicle, a decision as to whether to activate or not the special control mode for changing gear, based on said reference value (RR), which consists of passing from gear RX to first gear on vehicle braking in an anticipated manner with respect to the normal changing gear control mode. ® KIPO & WIPO 2007 | ||||||
| 12 | 자동변속기의 제어장치 | KR1020020039300 | 2002-07-08 | KR1020030007050A | 2003-01-23 | 카가와히로아키 |
| PURPOSE: To provide a control device for an automatic transmission capable of automatically releasing on OD(overdrive)-off state when a vehicle becomes a prescribed speed reducing state or a stopping state after a driver performs the OD-off operation. CONSTITUTION: This control device for the automatic transmission provided with a speed change control means for detecting an ON signal of an OD-off switch 8 and performing an OD-off control is equipped with an OD-off automatic release setting means 9 for setting whether or not the OD-off state is automatically released, an automatic release setting state detecting means for detecting an automatic release setting state in the OD-off automatic release setting means 9, and a first OD-off automatic releasing means for automatically releasing the OD-off state when the vehicle becomes the prescribed speed reducing state or the stopping state when the ON signal of the OD-off switch 8 and the automatic release setting state in the OD-off automatic release setting means 9 are detected. | ||||||
| 13 | Vehicle and method of controlling a vehicle | US14000393 | 2012-02-20 | US09630493B2 | 2017-04-25 | Pete Stares; David Clare |
| A motor vehicle having: a prime mover; first and second groups of wheels; and a driveline operable by a controller to connect a torque transmission path from the prime mover to the wheels. The driveline connects the second group to the torque transmission path by an auxiliary portion including first and second releasable torque transmitting devices and a prop shaft. The controller operates the auxiliary portion to switch the driveline between first and second modes such that in the first mode the prop shaft is disconnected from both the torque transmission path and second group of wheels. The driveline transitions from the first mode to the second mode responsive to a value of a vehicle operating parameter, and when a transition to the second mode is made the vehicle is operable not to transition back to the first mode from the second mode before a disconnect delay period has expired. | ||||||
| 14 | Shift control device for vehicular automatic transmission | US12669169 | 2008-07-17 | US08311711B2 | 2012-11-13 | Takahiko Tsutsumi; Toshio Sugimura |
| A shift control device is provided with a structure wherein when a driver selects a manual shift mode, an appropriate shift level is set as an initial shift level in conformity to a driver's will to have or not to have a drive-force source braking effect. When a shift lever 72 is operatively moved to an S-position to select an S-mode, depending on whether a stay time in a position “D” continuing for a certain time period or more (step S2), a shift mode switching or a manual shift mode direct-selecting is determined, and then an initial shift level is individually determined for a shift mode switching (YES in step S2) and a manual shift mode direct-selecting (NO in step S2). This determines appropriate initial shift level in conformity to the driver's will to have the drive-force source braking effect in the shift mode switching and that not to have the drive-force source braking effect in the manual shift mode direct-selecting. | ||||||
| 15 | Shift control apparatus for vehicular continuously variable transmissions | US12526104 | 2008-02-14 | US08271167B2 | 2012-09-18 | Masahiro Tawara; Shinya Toyoda; Tadashi Tamura |
| A shift control apparatus for vehicular continuously variable transmissions is equipped with a related value calculating portion (102) that calculates a first driving force related value in association with an automatic shift mode in which an automatic shift control portion (92) performs shift control and that calculates a second driving force related value in association with a manual shift mode in which a manual shift control portion (94) performs shift control, and a second changeover portion (108). The first driving force related value and the second driving force related value are set larger as the driving force output from an engine (12) increases. The second changeover portion makes a changeover from the manual shift mode to the automatic shift mode on the basis of a relationship between the first driving force related value and the second driving force related value. | ||||||
| 16 | Multiple speed transmission having fuel economy mode | US11439032 | 2006-05-23 | US07684919B2 | 2010-03-23 | Muneer AbuSamra |
| An method of operating a multiple speed (gear ratio) mechanical transmission and engine combination to optimize (reduce) fuel consumption comprises the steps of determining a fuel efficiency map for an engine, providing a multiple speed mechanical transmission controller having data and program storage capabilities, providing data regarding the fuel efficiency map to the controller and providing a control algorithm in the controller whereby operation of the engine/transmission combination is optimized for fuel economy in accordance with the fuel efficiency map. | ||||||
| 17 | Control apparatus for vehicular drive system | US11441114 | 2006-05-26 | US07566288B2 | 2009-07-28 | Atsushi Tabata; Yuji Inoue; Atsushi Kamada |
| A control apparatus for a vehicular drive system including a continuously-variable transmission portion operable as an electrically controlled continuously variable transmission having a differential mechanism operable to distribute an output of an engine to a first electric motor and a power transmitting member, and a second electric motor disposed in a power transmitting path between the power transmitting member and a drive wheel of a vehicle. The control apparatus includes: (a) a differential-state limiting device provided in the differential mechanism, and operable to limit a differential function of the differential mechanism, for limiting an operation of the continuously-variable transmission portion as the electrically controlled continuously variable transmission; and (b) a differential-state switching controller operable, when acceleration or deceleration of the vehicle is required, for removing the limitation imposed by the differential-state limiting device on the operation of the continuously-variable transmission portion as the electrically controlled continuously variable transmission. | ||||||
| 18 | Continuously variable dual mode transmission | US11390356 | 2006-03-27 | US07473202B2 | 2009-01-06 | Timothy J. Morscheck; Alan C. Stine; Joseph D. Reynolds; James L. Oliver |
| A dual mode continuously variable transmission for use with motor vehicles includes a transmission input shaft, a transmission output shaft, and a variator disposed between the transmission input shaft and the transmission output shaft. A mixer gear set is operably disposed between the transmission input shaft and the variator output shaft. A clutching element is operably disposed between the input shaft the mixer gear set. The variator is configured to continuously vary a ratio of input torque to output torque between the variator shafts responsive to commands from an electronic control unit. The variator input shaft is drivingly connected to the input shaft and the variator output shaft is drivingly connected to the output shaft. The clutching element selectively connects and disconnects the input shaft and the mixer gear set to operate the transmission in a power splitting mode of operation and a variator only mode of operation. An electronic control unit incorporates logic rules by which the clutching element maintains the transmission in a variator-only mode of operation in a first vehicle speed range, and maintains the transmission in a power splitting mode of operation in a second vehicle speed range greater than the first vehicle speed range. | ||||||
| 19 | Method and apparatus for changing shift scheduling modes of automated mechanical transmission | US11604512 | 2006-11-27 | US20080125283A1 | 2008-05-29 | Thomas Balamucki; Robert A. Sayman |
| A method of and apparatus for operating an automated mechanical transmission (AMT) achieves switching between and selecting one of a plurality of automated mechanical transmission shift scheduling modes. Such switching or selection occurs and is controlled by the vehicle operator undertaking a sequence of non-routine operating steps or inputs which are interpreted by a microprocessor or controller as a request for a change of the shift scheduling mode. | ||||||
| 20 | Device for controlling an automatic gearbox | US11806238 | 2007-05-30 | US07367922B2 | 2008-05-06 | Christian Gueter |
| A device for controlling an automatically shifting transmission of a motor vehicle is provided. A first selection device which sets gear speeds adjustable in an automatic mode, a second selection device which manually sets the gears of the transmission in a manual mode provide inputs to an electronic control device. When the second selection device is actuated, the control device commands a gear change in manual mode directly from the automatic mode. After actuation of the second selection device, a verification process is started to check whether a positive longitudinal acceleration process has begun within a predetermined time window. If no positive acceleration process has occurred within the time window, a switch is made back to automatic mode. If a positive acceleration process has occurred, returning to automatic mode is based on factors such as the end of the acceleration mode and repeated acceleration operations in a short time. | ||||||
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